Railway traffic controlling apparatus



Aug. 25, 1931. v. I Ewls i RAILWAYY TRAFFIC CONTROLLING APPARATUS Filed Sept. l5, 1924 Patented Aug. 25, 1931 LLOYD V. LEX;

LE, GF EEQEW'GI) BRCBUGH, PENTSYLVANA, ASSXGNOR T0 THE UNION;

PENNSYLVANIA Application filed September 15, 19534. Serial No. 737,741.

My invention relates to railway traffic controlling apparatus, and particularl i to apparatus of .the type wherein governing mechanism carried on a. vehicle is controlled by energy received from the trackway. More specifically iiiy present invention relates to the vehicle-carried portion of such apparatus.

l will describe one form of apparatus embodying my invention, and will then point out tho novel features thereof in claims.

The accompanying drawing is a diagrammatic View showing one form of apparatus embed-ving my invention.

Referring to the drawing, the reference character V designates a railway vehicle, such a locomotive, designed to travel on the track rails 1 and 1a of a railway. Mounted in front of the forward axle of the vehicle V is core Q of magnetizahle material carrying a receiving coil 11 arranged in inductive relation to the track rail 1. rlhis core 9 also carries two receiving coils 12 and .l2-3 mounted in inductive relation to the track rail l, The three coils 11, 12 and 13 which are mounted on the core y9 l will term the front receiving coils. Also mounted on the vehicle in the rear of the rear axle is a second magnetiZ-ahle core 10 carrying two receiving coils 14 and 15 each arranged in inductive relation to the track rail 1. The

core 10 carries a third receiving coil 16 arr ranged in inductive relation to the track 5 l ail 1". The three coils 14, 15 and i6 which are carried on the rear core 10 l will term the rear receiving coils.

The front and rear receiving coils are arranged to receive energy inductively from the track rails duc to alternating currents.

at the entrance andexit ends ofthe section, respectively. The currents supplied to the rails by the transformers 3. and 4 are of thesame frequency but differ in phase, anda pole-changer 5 is associated with one of these transformers, whereby the polarity of `one current with respect to the other may be' reversed. It will loe noted that the track circuit current supplied by the transformer 3 flows in opposite directions in the two track rails at any given instant, whereas the local current supplied by the transformer 4 flows in the same direction in the two track rails at any given instant. The circuits shown in the drawing for supplying these two currents to the track rails are purely diagrammatic and of the simplest possible type; it is understood that in actual practice one or both of the circuits for supplying these currents will loe controlled by apparatus not shown in the drawing.

As will appear hereinafter, the vehicle V is provided with apparatus for cutting out the vehicle governing mechanism when the vehicle is passing through non-positive control territory, that is, territory not provided with the trackway circuits illustrated in section lli-L. ln order to operate the cut-out apparatus on the vehicle, means are provided attlie entrance to such territory for Vsupplying a greater amount of energy to the vehicle than is supplied hy the local transformer 4. One. such trackway cut-out meansy is shown in section L N, wherein local current issu-pplied to the rails by a transformer 8 the primary of which is connected with the samel source of alternating current as the primaryl of transformer 4. i Transformer 8 however, has a higher voltage secondary than trans'- former 4, so that the local current in the rails of section L-N is greater in value than the local current supplied to the track rails of section K--L by the transformer 4;

The vehicle V is provided with a normal trackreceiving circuit which passes from a track condenser CT, through wire 17, Contact 18 of a circuit controller S, wires 19 and 20, coil 12, wire 21, coil 11, and wires 22, 23 'and 24 to theV track condenser CT. This circuit includes the two front receiving coilsll and 12 connected in opposition, that is, connected in such manner that the voltages created in these two coils by track circuit current flowing in opposite directions in the track rails are additive.

The vehicle is also provided with a normal local receiving` circuit which passes from a local condenser CL, through wire 32, contact 93 of circuit controller S, wire 33, coil 14, wire 26, coil 16, wires 27, 23, 24, 31, 30, 64 and 29, resistance R, and wire 28 to condenser CL. This circuit includes the two coils 14 and 16 connected in series, that is, connected in such manner that the voltages induced therein by local current flowing in the saine direction in the two track rails are additive.

The two normal receiving circuits, `iust traced in detail, include contacts of a circuit controller S. rlhis circuit controller S is preferably operated automatically by the reversing gear of a vehicle in such manner that when the vehicle is running forwa d the contacts 18 and 93 are in the positions in which they are shown in the drawing, wherein the normal receiving circuits traced above are closed.V Vvhen the vehicle is proceeding backwardly the contacts 18 and 93 of circuit controller S are reversed; the normal receiving circuits are then opened and reverse receiving circuits are closed which circuits are as follows The reverse track receiving circuit is from condenser CT, through wire 17, contact 18 of circuit cont-roller S, wire 25, coil 15, wire 26, coil 16, and wires 2T, 23 and 24 to condenser CT. This circuit includes the two rear coils 15 and 16 connected in opposition so that the voltages induced in these coils by track circuit current are additive.

The reverse local receiving circuit is from condenser CL, through wire 32, contact 93 of circuit cont-roller S, wire 34, coil 13, wire 21, coil 11, wires 22, 23, 24, 31, 30, 64 and 29, resistance R, and wire 28 to condenser CL. This circuit includes the two front coils 11 and 13 connected in series so that the voltages induced in these coils by local current in the track rails are additive. included in the normal and in the reverse local receiving circuits is normally short circuited by a branch circuit which passes from the lower `terminal of resistance R through wire 36, normally closed contact 37 of a manually operable circuit controller E and wire 35 to the upper terminal of resistance R.

It will be noted from the foregoing that when the vehicle V is moving forward a pair of front coils are so connected as to create voltage across condenser CT due to track circuit current supplied to the rails by transformer 3, whereas a pair of rear coils are connected to create voltage across condenser CL due to local current supplied to the track rails by transformer 4. Vhen the vehicle is moving backward, however, so that the track cir` YThe resistance RN cuit current is shunted from the front receiving coils the wheels and axles of the vehicle, a pair of rear receiving coils are connected in such manner to create voltage across condenser VT diie to the track circuit current, whereasa pair of front receiving coils are so connected to create voltage across condenser CL due to the local current in the track rails. One important feature of my invention is the provision of only two sets of coils located in the front and rear respectively of the vehicle, and circuit controlling apparatus so arranged that these two sets of coils serve as track receiving coils and local receiving coils respectively for either direction of movement of the vehicle.

Another feature of my invention is the provision of but one condenser CT for tuning either pair of coils 11-12 or 15-16 to resonance according as one pair or the other is serving as tlietrack receiving coils, and a single condenser CL for tuning either pair of coils 11-13 or 14.-16 according as one of these pairs cr the other is serving as the local receiving` coils. lt may sometimes be found in practice, however, that no two receiving coils will he exactly alike, that is, no two coils will have exactly the same inductance. ln order to compensate for different inductances, auxiliary condensers may be connected across the tern'i'inals of any coil or any pair of coils, as may be found necessary. For example, if the front track receiving` Vcoils require more capacity than the rear track receiving coils, a condenser 94 may be connectled across wires 2O and 23, and if the rear local receiving coils require more capacity than the front local receiving coils, a condenser 95 may be connecte-:l across Awires 33 and 23.

The vehicle is provided with a main relay A, which, as here sho wn, is of the induction motor type, comprising two stator windings 43 y and 4 4 and a rotor controlling a series of contacts 43, 49, 50 and 51. The stator windine' 43 is timed to resonance at the frequency of the trackway currents by a condenser 46, and the or winding 44 is tuned to resonance at the saine frequency by a condon ser 47. Tvl/vinding 43, which I will term the track7 winding, is supplied with energy under the control of the track receiving` circuits, whereas winding 44, which l will term the local winding, is supplied with energy under the control of the local receiving circuits. The control of the energy to the 'two windings of relav A preferably accomplished through the medium of amplifiers BT and BL. Amplifier BT, which may be termed the track amplifier, is provided with an input circuit controlled by the voltage across the track condenser CT, which circuit comprises wires 38, 96 and, 31; whereas amplifier BL is provided "ith an input circuit controlled by the voltage across condenser CL, which circuit com-A prisezi: Wires 28, 85, 87, 36, 29, 64, 30, `97 anc 39. The output circuit oi aniilililior BT is through Wire 40, winding 43, Wire 42, armature SSG, Wires (S4, 8O and 9G 'to amplifier BT, horens the output circuit for amplilier BL is through wire 4l, Winding 44, Wire 42, armature 58G, wires ($4, 39 and 97 to amplilier BL. `When the vehicle V occupies a section of track which is supplied With both track circuit current and local current of normal relative polarity, both windings of relay A Will be energized, and the contacts of this relay will then be swung to the right. When the chicle occupies a section of track which is supplied with track circuit current of normal relative polarity and local current of reverse relative polarity, both windings of relay A will he energized but the contacts of this relay will then be swung to the left. lf'lshen the supply of either track circuitI current or local current is discontinued, relay A Will he deenergized so that the contacts Will occupy their vertical or intermediate positions.

The supply of energy for operating the vehiClecarried apparatus is obtained from a pair of wires 58 and 64 which are cennec-ted with a suitable source of direct current, not shown in the drawing. This source may, :for example, be the standard S32-volt headlight crater now used on many locomotives. ine current for the amplifiers BT and BL is obtained from a dynamotor l) comprising a generator SSG ot relatively high voltage, such as 359 volts, and a motor 53M connected across the supply line 58-64- rEhe governing elements on the'vehicle are a cab signal G and a pair of brake ygoverning magnets H and M. The cab signal G comprises three lamps 5414, 54 and 54H,

adapted when lighted to indicate low speedV medium speed, and high speed, respectively. rillhe magnets H and M govern suitable brake controlling mechanism in such manner that when magnet H is energized the vehicle can proceed at a given high speed Without incurring an automatic brake application, whereas when magnet H `is de-energized and magnet M is energized, an automatic application Will he incurred if the vehicle exceeds a given intermediate speed limit. lVhen both brake magnets H and M are deenergiced, a brake application Will occur if the vehicle exceeds a given low speed limit.

llVhen the main relay A is energized in n0rmal direction, a circuit is closed Which passes from Wire 58, through the right-hand point contact 48 oit relay A, Wires 59, 6() and 61, lamp 54H of signal G, Wires 62 and 63, and right-hand point ot contact 49 of relay A, to Wire 64. At the same time the high speed magnet H is energized by a circuit which pasK s from Wire `58, through the right-hand peint of contact 48, Wires 59 and 65, back point of contact 67 of a relay F, Wire 69, t ll, Wire-70, hack point of contact 68 inagne t ot relay F, Wires 71,72 and 63, andthe righthand point of Contact 49 to Wire 64. High speed lampV 54H and high speed magnet H' are then both energized, so that the vehicle may proceed at full speed Without incurring an automatic application of the brakes. lVhen relay A is energized in reverse direction the intermediate speed lamp 54M is energized by a circuit which passes from Wire 58, through the left-hand point of Contact 48 et relay A, wires 7 3 and 74, lamp 54M, Wires 75 and 76, and the left-handpoint 'of contact 49 of relay A, to Wire 64. At the same time the intermediate speed magnet M is energized by a circuit which passes from wire 58, through the lett-hand point of contact 48, Wires 73 and 77, magnet M, Wires 78 and 7 6, and the left-hand point of contact 49, to Wire 64. The vehicle may then proceed at intermediate speed Without incurring an automatic brake application. l/Vhen relay A is (le-energized, the low speed lamp 54L is lighted by a -circuit Which passes from `Wire 58, through Wire 79, back contact 50 of relay A, Wires 80 and 81, back point of contact '66 of relay F, Wire 82, lamp 541, Wire 83, back Contact 51 ot' relay A, and Wire 84 to Wire 64. Both mag nets H and M are then cle-energized, so that an automatic .brake application will c incurred if the vehicle exceeds a given low speed.

lt will, of course, he apparent from the foregoing that When the vehicle enters nonposisive control `territory .it Will he restricted to loiv speed unless means are provided for cutting out the automatic controlling apparatas under this condition. As stated hcrein bet-ore, a special section l1-hl is located at the entrance to such territory for supplying the trair .vith local current of greater value than the local currentsupplied by transform-er 4. 'lll-ie value oll resistance R is such that if .this resistaii'ice is not -shunted When the. vehicle is receiving the normal trackvvay localcurrent, relay A Will hecome cle-energized, :but that when the vehicle is receiving the greater amount of local current furnished by the special section, relay A Will' remain energizedeventhough the shunt around resistance is opened at contact 37. The norm-ally closed Contact 87 and the normally open contact 55 comprised in circuit controller E may bereversed by the engineerfloy means of a man# ually oxerahle button 98. In order rto cu-t out the train governing mechanism when entering non-positive control territory, the engineer reverses circuit controllery Evvhile the vehicle is receiving energy from the spel cial section ill-hl. rl"h-e relative polarity of the current from loca transformer 8 of this section is such that .Velay A is energizedin normal direction YWhile the train occupies thi section. circuit controller E closes a primary circuit r`or relay F, Which circuit is frein positive The closing of contact 55 of Wire 56, through the right-hand point of contact 48, wires 59, and 85, contact 55, Wire 86, primary Winding 521 of re-lay F, wires?, 72 and 63, right-hand point of contact lil) of relay A, to negative Wire 64. The current thus supplied to the primary Winding' 52p causes relay J to become energized. As soon as the vehicle passes ed of the special section L -N, so that relay A becomes dei-energized, the engineer releases circuit contr ller E, which circuit controller thereupon returns to its normal position, but relay F being already energized, a holding circuit is closed through the secondary Winding 52S of this relay, which holding circuit passes from iositive Wire 58, through wire 79, back contact 50 of relay A, Wires 8() and 8l, front point ot contact 66 of relay F, Wire 88, secondary Winding 52S of relay F, Wires 89, 90 and 35. contact -Tof circuit controller E, wires 36 and 29, to negative Wire 64. Relay F, therefore, remains energized as long as relay A remains in the Cle-energized condition.

VRelay F is a slow pickup relay, so constructed that the time taken to close its confacts When winding 52p is energized is greater than the time taken for relay A to open its contacts 48 and 49 duel to cutting resistance R into the local receiving circuit when on a trackwav circuit of normal value. Relay F is also iiiade a. sloiv release relay, so' that when once energized, it will remain picked up after relay A is de-eiiergized for a sufficient time to enable the engineman to restoie switch E to normal. rIhe time that relay A becomes (le-energized is made evident bythe engineman by the extinguishing of the light 541i Whose circuit is open at contact 48, and by the failure of the lamp 541 tolight because its circuit will be opened When relay F is n energized, at back contact 66. All lightsor indicator G out, therefore, is a distinctive indication to the engineman that he is in nonpositive territory with relay Fenergized.

While the cut-out relay F is energized, brake magnet H is energized by a circuit Which passes from positive'pwire 5S, through wire 79, back contact 50 of relay A, Wires 8O and 91, front point of contact 67 of relay F,

Wire 69, magnet H, Wire 70, front point of contact .68 of relay F, Wires 92, 90 and 85,

Contact 37 of circuit controller E, and Wires 36'and 29, to negative Wire 64. The vehicle may, therefore, proceed at full speed Without incurring an automatic application of the brakes. llVhen the vehicle again enters positive control territory, that is, territory 'which isprovided With trackway current supplying apparatus, relay A Will become energized, thereby opening the holding circuit for relay `F, so that the governing mechanism on the vehicle Will again be restored to its normal condition wherein this mechanism is controlled in accordance with the energization of relay A, and again illuminating lamp 54H or 54M, and closing back contact 66 so that lamp 54:1 may be illuminated when relay A is again cle-energized.

It Will be observed that the holding cii'cuit tor seconding Winding 52S of the cut-out relay F includes contact 37 of circuit controller E, which is the Contact that serves to shunt the resistance It. If the engineer reverses the circ-uit controller E While traveling in non-positive control territory, the opening o' contact 37 Will introduce resistance R into the holding circuit for relay F, so that this relay Will become de-energized. Brake magnet II Will thus be cle-energized, so that =he vehicle cannot exceed the fixed low speed limit Without incurring an automatic application of the brakes. In order, therefore, to proceed through noii-positive control territory at a speed higher than the fixed low value, it is absolutely essential for the engineer to leave the cut-out circuit controller E in its normal position, and I thus assure that when the vehicle again enters positive control territory resistance R will be cut out to permit relay A to pick up so that relay F Will become deenergized, thereby restoring the vehicle goveriiing mechanism to control by the main relay A.

Although I have herein shown and described only one forni of appa 'atus enibodying my invention, it is understood that various changes and modifications may be made therein Within the scope of the appended claims Without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

l. Railway vehicle carried apparatus comprising a first front coil mounted in inductive relation to one rail, a second and a third front coil mounted in inductive relation to the other rail, a first and a second rear coil mounted in inductive relation to the first rail, a third rear coilvmounted in inductive rela tion to the second rail, a track receiving circuit, a local receiving circuit, and a circuit controller effective `when in normal position to'connect the first and second front coils in opposition in the track receiving circuit and the first and third rear coils in series in the local receiving circuit, said circuit controller when in reverse position being effective to connect the sec-ond and third rear coils in opposition in the track receiving circuit and said first and third front coils in series in the local receiving circuit.

'2. Railway vehicle carried apparatus comprising a first front coil mounted in inductive relation to one rail, a second and a third front coil mounted in inductive relation to the other rail, a first and a second rear coil mounted in inductive relation to the first rail, a third rear coil mounted in inductive relation to the second rail, a track condenser and a local condenser7 and a circuit vcontroller e'llective when in normal position to connect the lirst and secondk iront coils in opposition across the track condenser and the lirst and third rear coils in multiple across the local condenser, said cir controller when in revers-e position being; etrective to connect the second and third rear coils in opuosition across the track cond ser and the first and third front coils in se ies across the local condenser.

3. Railway vehicle carried apparatus comprising' a first front coil mounted in inductive relation to one rail, a second and a third iront c il mounted in inductive relation to the other rail, a first and a second rear coil mounted in inductive relation to 'the lirst rail, a third rear coil mounted in inductive relation to the second rail, a. traclr condenser' and a local condenser, a circuit controller erflectivc when in normal position to connect the tirst and second iront coils in opposition across the traclr condenser' and the tiret and thi l rear coils in series across the local condenser, said circuit controller when in reverse position beine' ell ctive to connect the second and third r coils in opposition across the and the first and third iront across the local. condenser, a .ner having an input circuit con- 'ross said traclr condenser, and a local aving an input circuit connected ocal condenser.

:ceivinu circuit incluffing a nor- 'ed resistance7 a main relay controlled by said circuit, a cut-out relay, a picl-up circuit for said cut-out relay includine` a normally open circuit controller and a ict closed only When said main relay is "l onergniech a stick circuit tor said cut-out :ela incliulino said resistance7 and manually operable means for simultaneously opening the shunt around said resistance and closing` id normally open circuit controller.

5, Railway vehicle carried apparatus coin- ].irising a circuit receiving energy from the y and incli'iding a normally shunted resistance, a main relay controlled by said circuit and responsive to the energy normally .received therein when said resistance is shunted but not responsive when the shunt around the resistanceis removed unless the circuit receives a greater amount or" energy from the traclrway, a cut-out relay, a piclr-up circuit ior said cut-out relay includinga normally open circuit controller and a Contact closed only when said main relay is ene-rair/reda a stick circuit lor said cut-out relay includingiI said resistance whereby said cut-out relay will remain closed only when said resistance is shuntedv and manually operable means 'for simultaneously opening1 the shunt around said resistance and closing said normally open circuit controller.

6. Railway vehicle carried apparatus comcuit and responsive to the energy normally` received therein when said resistance is sliunted but not responsive when the shunt around the 'resistance is removed unless the circuit receives a greater amount ot energy l om the tracirway, cut-out relay, a pick-up circuit lor said cut-out relay including a nor- 1 Anally open circuit controller and a Contact closed only when said main relay is energized,

stick circuit for said cut-out relay'i'ncludsaid resistance W ereby said cut-out relay will remain closed o ly when said resistance is shunted7 manually operable mea-ns for simultaneously opening` the shunt around said resistance and closing said normally open circuit controller, a vehicle governing magnet normally energized only when said main relay is energized, andan auxiliary circuit or said magnet including` a Contact closed only when said cut-out relay is enerd and also including r-sistance, whereby said magnet cannoty be etlectively cized by its auxiliary circuit unless said reustance is shunted. Y Y

'Z'. `Railway vehicle carried apparatus compricing front and rear receiving coils mountlocal receiving circuit including a rear coil for c one rail and a rear coil for the other rail connected in series and also including a resistance7 a reverse traclr receiving circuit including a rear coi for one rail and a rear coil :tor the otlier'rail connected in opposition, a reverse local receiving circuit including a a front coil for one rail and a. front coil for the other rail connected in series and also including the said resistance, circuit controlling means effective when in normal position to close said normal circuits and effective when in reverse position to close said reverse circuits, and cut-out apparatus controlled by said resistance. i

S. liailvvay vehicle carried apparatus comprising liront and rear receiving' coil mounted in inductive relation to the track rails, a normal receiving circuit including a rear coil for one rail and rear coil for the other rail and resistancej a reverse receiving circuitincircuit and responsive to the energy normally received therein when said resistance is shunted but not responsive when the shunt around the resistance is removed unless the circuit receives a greater amount of energy from the trackway, a cut-out relay, a pick-up circuit for said cut-out relay including a normally open circuit controller and a contact closed only when said'main relay is energized, a stick circuit for said cut-out relay including a Contact closed only when said main relay is de-energized, and manually operable means for simultaneously opening the shunt around said resistance and closing said normally open circuit controller.

10. Railway vehicle carried apparatus comprising a circuit receiving energy from the trackway and including a normally shuntcd resistance, a main relay controlled by said circuit and responsive to the energy normally received therein when said resistance is shunted but not responsive when the shunt around the resistance is removed unless the circuit receives a greater amount of energy from the trackway, a cut-out relay having a pick-up winding and a holding winding, a circuit for said pick-up winding including a normally open circuit controller and a contact closed only when said main relay is energized, a circuit for said holding winding including a con tact closed only when said main relay is deenergized, and manuallyv operable means for simultaneously opening the shunt around said resistance and closing said normally open circuit controller.

l1. Railway vehicle carried apparatus comprising a main relay controlled from the trackway, governing mechanism normally controlled by said relay, a manually operable circuit controller including a normally open contact and a normally closed contact, a cutout relay, a pick-up circuit for said cut-out relay including said normally open Contact and a contact closed only when said main relay is energized, a stick circuit for said cut'- out relay including said normally closed con tact and a contact closed only when said main relay is cle-energized, and means for removing said mechanism from control by said main relay whensaid cut-out relay is energized. l2. Railway traffic controlling apparatus comprising a main relay controlled from the trackway, a circuit controller having a normal position and manually movable to a reverse position, a cut-out relay, a pick-up cir cuit for said cut-out relay closed only when said main relay is energized and said circuit controller is in reverse position, a stick circuit for said cut-out relay effective only when the cut-out relay is energized and said main relay is de-energized rand said circuit controller is in normal position, vehicle governing mechanism controlled by said main relay, and means for removing said mechanism from control by said main relay when said cut-out relay is energized.

13. ln an automaticv train control system, the combination withinfluence receiving coils on the vehicle in inductive communication with the track rails, a main relay maintained energized in response to currents flowing in the track rails through the medium of said coils, a brake control device energized if said main relay is energized, a stick relay which if energized maintains said brake control device energized if said main relay is de-energized, said stick relay having a stick circuit including a front contact of said stick relay and a contact of said main relay closet if said main relay is in its (le-energized condition, and means for picking up said stick relay requiring manual intervention and the flow of excess current in the track rails.

ln testimony whereo't| l aiiix mysignature.

LLOYD V. LEWlS. 

